Brake mechanism



Dveca 269 i950 P. D. sEGHERs 2,5%097 BRAKE MECHANISM Filed mmh 2z, 1945 5 sheets-shew 2 @am 2&9 1950 F. D. SEGHERS BRAKE MECHANISM 25 Sheets-Sheet 5 Filati March 22, 1945 Even/Zar PAUL.. D. S EGHERS QQ QN, Nm.

Patented Dec. 26, 1950 STATE-rs y'lutillv'r OFFICE 11 Claims.

1 .My invention relates to fa. vbrake mechanism, and more parti'cul'arlyei vbrake mechanism Wherefin braking .iis effected lby vthe react-ion of 'a -uid vxainst the compression of fa pump which is v :operated .by `Ithe l:rotary element to be braked.

'flhelinvention is 'especially t'ls'eful' in -its -applicationto fa `Jwheeled vehicle, "to which use, however,

nel'. limited.

One object of ith-e -inventionis the elimination lroi prelievi-bands 'forother-friction elements, to-

.Igether witnpthe :slipping1 .liar-timing., adjustment und equalization 'which 'usually .may .loe expected with..iriction brakes Another object V,of the .in- 'v'ention .is elimination of the force winch must be #exerted to l'operate -ithe usual type of brake. -A

ffurtherobject isl-fel-iminationfof failure of the l'brake through 'a leak in the hydraulic system.

Other objects and fainlantages `of the invention iwill'b'e apparent uponconsideration of the presfentV specicatio'n. The invention isshown, by way of illustration, in Aits"application vto 'an'automotive wheeled vehicle inthe accompanying drawing-s, wherein- IFigure l is ageneral plan view o` f the braking "wstem. the wheeled vehicle Abeing `shown in bro- 1kex'rlines. v n

`2 is aside v"elevation of the valve and 'tank for the brake mechanism,

Fig.. 511s a vertical section taken on the line 'V-4V of Fig. v'3 looking in the direction of the arrows, A K

Fig. 6 is a iront elevation of the .left rear wheel ussemblm .partly in vertical mid-#section to show the brakeme'chan'ism,

f7 "isa partial front "elevation of the .left rear wheelpcertain ,parts being out .away and `others fbeing shown :in `section 'to 'illustrate the construction of one ofthe 'pump units and its connections;

Fr ais-a seni-iilia'grammatic view or' the 'pump 'ass mblyshowngfthepartsin exploded fo'rm,

49 :is gainidsectionfshowing one Aif 'the valve 'units -wlnehis associated with each pump, and

Flg. jlizis a ragmental 'view or a part of the valve operating `mecrranism shown in Fig. `2.

The brake mechanism is illustrated generally f1n1tigure-1'oftne drawings, `t''neji'rznne and essential 'construction of the r'w'heeled vehicle being .-snewnfin preken outline 'and being `'designataed 'by thfenumeal In. Rotary pumps 'I I, yl1 are associated with the front wheels of the vehicleand rotary pumps I2, I2 are associated with each of the rear wheels. One element of each pump .is .pivoted to a fixed part of the vehiclemand the otherelement rotates with the wheel. Thus, an obstruction or back pressure applied to thedi'scharge ofthe pumps retards their action and brakes the vehicle, v

A circulatory conduit system I3 is provided lfor .supplyingwuid to and conductingffluid vvfrom each pump.. A reservoir I4, throughl which fluid circulates, is disposed .in the conduit Vsystem I3. As

here shown, the uid (which may be a liquid, as oil) leaves the .reservoir .I4 and passes through a low .pressure conduit 'system connecting the reservoir with the inlet port of each pump. Thus, fluid passes .from the reservoir I4 through ,pipes I5 and I6 to the pumps II, -II associated with the right and left front wheels respectively. '-Ihe pipes AI5 and I6 have long-radius bends where they turn to .permit free flow of the `fluid. Suitable ilexible sections I'I and I8 are connectedin the pipes I5 and I6 respectively adjacent thein-let ports of the pumps II, II associated with the .right and left front wheels, in order that the front wheels may be turned for steering the vehicle.

The low pressure conduit system also includes pipes I9 and 20 through which fluid passes from the reservoir vI4 lto the inlet ports of the pumps lf2, I2 associated with the right and left rear Wheels respectively. The pipes I3 and 2 -Ilare also formed with long-radius bends to permit free inlow of the fluid. lSuitable flexible sections 2| and V22 are connected in the pipes I9 and 20,.respectively, adjacent the inlet ports of the pumps I2, I2, -for ilexibility. v I Two-way valves 23, 24, 25 and 26 are connected in vthe low Mpressure conduit Vsystem at the inlet vports of thepumps associated with Vthe right and .left .front Wheels .and the right and Aleft Yrear wheels respectively. The function of these .twoway valves will be explained at a subsequent point in this specification.

A high pressure conduit system connects the outlet yport of each pump to the reservoir I4.

Thus, a pipe 21havinga ilexiblesection 28 therein, and having long-radius'bends Where it turns, carries fluid away from rthe outlet port of the pump Il associated with the right .front wheel. A .pipe 29, having a exible section 30 therein carries .fluid away from the outlet port ofA the pump II associated with the left `frontys'rheel. Pipes 3l and 32, Similarly formed and having leii-ble sections 3.3 and 34, respectively, therein carry fluid from the outlet ports of the pu'ps I2, l2 associated with the right rear wheel and left rear wheel respectively. Two-way valves 3E, 36, 3'! and 38 are connected in the high pressure conduit system at the outlet ports of the pumps associated with the right and left front wheels and the right and left rear wheels respectively.

The high pressure conduit pipes 21, 25, 3i and 32 all terminate in a multiple cut-Off valve 39 (later to be described) which is in turn connected by a conduit iii to the reservoir i4. A braking valve .12 is disposed in the high pressure conduit system between the multiple cut-o valve and the conduit 4B. No force is required to operate the braking valve 42, and any known means, disposed at any convenient point, may be provided for operating this valve. As here shown, a handle 3 beneath the steering wheel oi the vehicle, rotates a tubular rod is which passes through the floor of the vehicle. Attached to the lower end of the tubular rod 41% is a bevel-toothed quadrant 45 which is adapted to turn a coacting bevel-toothed quadrant 46 (see Fig. 1G) which is pvoted to a bar 41 xed to a supporting bracket 48 fastened to the vehicle. Fixed to the coacting quadrant 5 is a pinion '29 meshing with a rack 5e? formed on the end of a rod i, which is reciprocable in a bushing 5f. on the supporting bracket 8. The rod 5i is pivoted to the end of a crank 5S which controls the braking valve d2. turning the handle i3 the braking valve 42 may be opened or closed. Other means could obviously7 be provided for opening and closing the braking valve.

In order to apply the braking action gradually, a pipe 54 connects the multiple cut-01T valve with an air pressure tank 55 into which the braking uid may pass when its passage into the conduit is restricted or completely cut ofi. Air in the upper part of the air pressure tank 55 is compressed as the braking iuid enters the tank, and

exerts an increasing resilient pressure against the braking Huid. A minimum pressure valve is connected in the pipe 5- between the multiple cut-off valve 39 and the air pressure tank and is so constructed that the pressure required to open it may be conveniently adjusted. Thus, it is possible upon closing the braking valve /iZ to have a minimum pressure applied at once to the braking uid and direct it to the pumps l l, l l and i2, l2. Back pressure exerted by the air pressure tank will therefore be a pressure in excess of the pressure which the minimum pressure valve 5S imposes upon the high pressure conduit system. A safety valve 5l may connect the air pressure tank 55 with the reservoir ill, thereby preventing excessive pressure from being built up in the air pressure tank 55.

Action of the braking valve and the air pressure tank, as so far described, all takes place with the multiple cut-oir" valve 39 open. Closing or" the multiple cut-off valve will completely cut or` flow of braking fluid from the braking valve and from the air pressure tank, and will stop all flow of the braking fluid in the system.

As here shown, a train of elements, similar to that provided for operating the braking valve, is employed for operating the multiple cut-off valve 39. Thus, a handle 58 is xed to the upper end of a stem 59 adjacent the handle 3. The stem 59 is carried within the tubular rod 4:3, extending completely therethrough and beyond the beveltoothed quadrant thereon. A second beveltoothed quadrant SS is xed to the stem 53 at its lower end and meshes with a coactng bevell toothed quadrant 6l which is journaled, like the first coacting bevel-toothed quadrant 4S, in the supporting bracket d8. Unitary with this quadrant 5l is a pinion B2, which meshes with a rack 53 formed on the end of a rod 64, the other end of which is pivoted to a, crank for opening and closing the multiple cut-ci valve 3S. The rod 64 is reciprocable in a bushing 52a formed like the bushing 52 on the supporting bracket 48. Accordingly, the handle may .be turned to open, throttle or close the multiple cut-oil valve.

Since no force is required to operate the multiple cut-oit valve, it is obvious that any suitable operating means, conveniently positioned, may be substituted for the apparatus which has just been described. Flow of fluid through the high pressure conduit system may be throttled or completely cut ofi by operation of the multiple cuto valve 39. When the multiple cut-oi valve is closed the wheels will be locked, as for parking of the vehicle. Clearly. other and more usual means may replace this means for locking the wheels and holding the carstationary. l' 'i Although pumps of different types and designs may be employed in the present brake mechanism, it is preferred to use a rotary pump'.f jA gear pump of convenient design is here shown, and will now be described by way of illustration.

rThe pumps il', il and l2, l2 are of similar construction, the two pumps on one side of the vehicle being substantially identical, and the two pumps on the opposite side of the vehicle being mirrored reflections of the other two.' Fig'."3 shows the pump H associated with the left front wheel, one unit 36 of the pump housing 3l being fixed to the frame Iof the vehicle by being bolted to a flange 58 formed on'the steering knuckle 5S. The other unit 1B of the pump housing` 61 is bolted as at 1S to the rst unit 5G. v

A frame 'l5 is formed as a unitary part of-the wheel hub, being bolted as at 'i6 to the wheel frame and extending within the chamber 12 formed by the pump housing units 66 and 10, and rotating therein as the Wheel revolves. Gear teeth 11 are formed upon that portion of the frame 15 which lies Within the pump housing B1.

The pumps l2, l2 are similarly formed and attached. See Fig. 6. Here the unit 66 is bolted to a ange '53 formed on the rear axle housing 14.. The unit lt is bolted as at l! to the unit 68 and the two units are formed substantially like the corresponding units of the pumps l I, l. Y

The frame '55a of the pumps I 2, I2 is formed 'in generally similar manner to the frame '15 of the pumps i i', i l, being merely adapted to fit the revolving rear axle to which it is keyed as at 18. See Fig. 6. Otherwise the frame is 1:' ke the frame previously described. i

The gear teeth El which rotate with the frame 15 and the wheel are shown as lbeing of` herringbone construction. Slee Figs. 3 '6 and 7. However, other forms of gear teeth may be employed.

The frame 15 and its gear teeth 11 form one element of the gear pump associated with each wheel. The other element of the gear pump comprises a second wheel '.79 having teeth 8U formed thereon and adapted to mesh with the teeth'll. The ,wheel it is pivoted in the pump housing B1 for rotation in the chamber 121formed therein in conjunction with the frame 15 and the teeth 11 formed thereon, all in a manner well known to those familiar with gear pumps. Fluid from the low pressure conduit system enters each pump 'through an inlet port Sl and leaves the 'pump through an outlet port82,.in well known manner.

fopen, the braking fluid will circulate freely through the system.

` Such means may be a twoway valve oonnect'edl 'the'pumps through the two-Way valves 23, 24,'25 and Y2t,respectively.

All of the pump `fluid Will be caused to enter the inlet ports 8l of lthe 'respective pumps and'will be pumped out of -th'e outlet ports 82 of these pumps.

The multiple cut-off valve 39 and the braking valve 132 being `When it is desired to `brake the vehicle, the

braking kvalve l2 is partly closed or completely :closed by turningthe handle Thereupon pas- "sage of 'the braking Vfluid to 'the conduit si! is f restricted or cut olf and pressure is built up in the high pressure conduit system. "N hen this pressure becomes suiuciently high, the braking uid lWill pass the minimum pressure valve 55 and 'enter the air pressure tank 55, thereby compressl ing the air therein, which resiliently opposes the pressure imposed by the pumps upon the braking `fluid in the high pressure conduits. rIhus the 'respective gear pumps operate against-an increasring back pressure and the vehicle is braked.

-t is to be noted that the rate of braking may beinfluenced by the degree "to which the braking valve '42 'is closed. A slight closing of this valve vmerely throttl'es the passage of fluid and causes `the pumps to act 'against a slight reaction upon 'the braking fluid. Full closing of the braking fvalve 52 causes all of the braking fluid pressure to be applied against the minimum pressure valve 56, so that the pressure of this valve is instantly ytransferred to the pressure side of the pumps, iol-v l i *lowing Which the progressively increasing pressure of the air pressure tank 55 is additionally 4'applied until the vehicle is brought to a stop.

Conceivably, excessive pressure might be generated in the air pressure tank 55. Such a con- I dit-lon is prevented .by the safety valve 5'! which 4is 4adapted to relieve pressure in the air pressure tank above a safe maximum, and topermit fluid to pass from the air pressure tank into the reservoirll.

Special provision is made for braking the vehicle when backing. As is Well known, a gear pump will pump in either direction. When the vehicle backs the pumps Il, li and i2, i2 `apply pressure at their inlet ports and draw biaking.v

'fluid in through their outlet ports. in orderthat the braking mechanism. may act when the vehicle is backing, it is merely necessary to provide means whereby pressure applied by the pumps at their `inlet ports .may be transferred from the low pressure conduit system to the high pressure conduit system, and other means whereby braking fluid may enter the outlet ports when the pumps create an absence of pressure at those points.

at theinlet port and the-outlet port of each pump.

. For purposes of illustratori, a very simple forni y of two-Way valve is shown Fig. 9 of the vdrawings. In ordinary operation, the braking fluid may be considered as entering this valve at the point 83 and leaving the valves at the point '84, the pressure of the fluid serving to open 'and :maintain in open position a closing element 85 jagainst the action of a Weak closing spring (not shown). The Aiiow of braking Viiuid will then fol-` 'low the pathfof the arrows .shown -in brokeniline `in "Fig, `9. vReversal vtof pressure lat the v'point 84, :however,'will causethe closingzelementfito close and prevent reversal of flow past the 'point `83. Such reversal of pressure, on the otherhand, will open a second closing element 86 against a stronger closing spring (not shown) and the flow will follow the path of the full line arrowsin Fig. 9, the braking uid leaving the two-'Wayvalve at the point 81.

:It will be understood that the particular vtwoway valve hereillustrated and described .is no part of the invention. Other types of -valveirnay be employed to perform the funotionof'thetwo-Way valve here set forth.

When the Atwo-way valve is connected to the inlet port of the pump, it is connected thereto at the point B4, and the lovv pressure conduit sys- 1tem `is connected to the two-Way valve at the point 33. The point Si is connected by "a Short lead 88 to a Y 89 'in Vthe high pressure system, as the pipe 32. v:lee Fig. '2.

When the two-Way valve is connected to the outlet port it is lalso connected thereto -at the point 86. Fluid under pressure thus y'enters the valve at the point vlili and leaves it at the point il?, Where the valve vis connected to the high pressure conduit system.. When the vehicle `isbacked and the pump reversed, braking fluid enters :the pump from the 10W pressure conduit system as through Aa Y .l in that system, a short lead v.94, and the ypoint 83 in the two-Way valve. See Fig. 7. The closing element 85 is opened and thesecond closing element 85 is closed as uidis-drawn into the pump from the point 84.

`Thus the pumps always pump fluid into the high pressure conduit system and out of the llovv pressure conduit system, regardless 'O'f the direction in which they are operated; and the brakes, operated as described above, will brake either the forward or backward motion of the vehicle. The Vtwo-Way valves and cross connections B8 and El are accordingly constructed and arranged to provide uni-'directional circulation of 'braking fluid in the system regardless of the direction in which thepumps are rotated.

The multiple cut-off valve 39 stops rall iiow of braking fluid. By so cutting off the 110W of braking uid, the back pressure against 'all of the braking pumps approaches inlinity and the vehicle may be locked in stationary position for parking.

From the foregoing specification, it vwill "be clear that the present invention provides abrake which is not dependent Afor its action upon Ifrictionall elements with their vattendant disadvantages. By merely closing valves instead of tightening frictional elements, it is possible to voperate the braking system without the `use of physical force. Furthermorea leak in the hydraulic system -Will not result in immediate vbrake'failure because of the reserve supply of braking fluid contained in the reservoir i4. The present braking mechanism may be vreadily substituted -for existing :brake mechanisms.

The particular embodiment of `the invention here described and illustrated .in the accompanydrawings is set forth `merely "to `indicate how theinvention .may be applied. Other forms,

direring in detail butnot in principle from that Vdescribed and illustrated, which 'come 'Within the proper scope of the appended claims, will readily suggest 'themselves to those skilled fintthe art. .For example, although the .invention Ahas been described with .particularrelation toifa bra'ke system adapted for use with motor driven vehicles, the invention may obviously be applied to any rotating shaft which it is at times desirable to stop or decelerate.

I claim:

1. Brake mechanism for a wheeled vehicle comprising 9, rotary pump continuously operated by a wheel of the vehicle, a closed liquid circulating system including a lov.7 pressure conduit carrying liquid to the inlet port of said pump and a high pressure conduit carrying liquid from the outlet port of said pump, an air dome, means for connecting the high pressure conduit of said liquid circulating system with said air dome, and means for throttling the liquid circulating system on the low pressure side of said air dome to brake the vehicle.

2. Brake mechanism for a wheeled vehicle ccmprising a plurality of rotary pumps each operated continuously by a wheel of the vehicle, a liquid circulating system including a low pressure conduit carrying liquid to the inlet portion of each pump and a high pressure conduit carrying liquid from the outlet port of each pump, an air pressure tank, and means for connecting the high pressure conduit of said liquid circulating system with said air pressure tank, and means for throttling the liquid circulating system on the low pressure side of said air pressure tank to brake the vehicle.

3. A brake mechanism for 9, wheeled vehicle comprising a gear pump associated with each of a plurality of wheels for continuous operation thereby, a circulatory conduit system for supplying iiuid to and conducting uid from each pump, a iiuid reservoir in said conduit system, and an air pressure tank, in combination with a valve in said conduit system on the pressure side of said pumps connected with said tank with said valve in one position and with said reservoir with said valve in another position, whereby said pumps may be caused to operate against the back pressure of air in said tank for braking the vehicle and whereby said pumps may be disconnected from said tank and connected with said reservoir to relieve braking action.

4. A brake mechanism for a wheeled vehicle comprising a rotary pump associated with each wheel for continuous operation thereby, a circulatory conduit system for supplying fluid to and conducting fluid from each pump, a fluid reservoir in said conduit system, and an air pressure tank, in combination with a valve in said conduit system on the pressure side of said pumps connected with said tank with said valve in one position and with said reservoir with said valve in another position whereby said pumps may be caused to operate against the back pressure of air in said tank for braking the vehicle and whereby said pumps may be disconnected from said tank and connected with said reservoir to relieve bralnng action, and a safety valve connected between said air pressure tank and said reservoir for relieving excess pressure in said tank.

5. A brake mechanism for a wheeled vehicle comprising a gear pump associated with each wheel, a iluid reservoir, a lov.7 pressure conduit system connecting said reservoir with the inlet port of each gear pump, a high pressure conduit system connecting the outlet port of each gear pump with said reservoir, and an air pressure tank, in combination with a valve in said high pressure conduit system connected with said res- -ervoir whereby said reservoir may be shut off from said high pressure conduit system and said pumps may be caused to operate against the back pressure of said tank for braking the vehicle.

6. A brake mechanism for a wheeled vehicle comprising a gear pump associated with each wheel, a iiuid reservoir, a low pressure conduit system connecting said reservoir with the inlet port of each gear pump, a high pressure conduit system connecting the outlet port of each gear pump with said reservoir, and an air pressure tank, in combination with a valve in said high pressure conduit system connected with said reservoir whereby said reservoir may be shut off from said high pressure conduit system and said pumps may be caused to operate against the back pressure of said tank for braking the vehicle, and a minimum pressure valve disposed between said first-named valve and said tank for imposing a minimum pressure upon the fluid in said high pressure conduit system when said rstnamed valve shuts off said high pressure conduit system from said reservoir.

7. A brake mechanism for a wheeled vehicle comprising a gear pump associated with each wheel, a fluid reservoir, a, low pressure conduit system connecting said reservoir with the inlet port of each gear pump, a high pressure conduit system connecting the outlet port of each gear pump with said reservoir, and an air pressure tank, in combination with a multiple cut-off valve in said high pressure conduit system for completely cutting off iiow in said system, a brake control valve disposed between said multiple cutoi valve and said reservoir, for throttling or completely cutting oil ow from said pumps into said reservoir, and a minimum pressure valve connecting said high pressure conduit system with said air pressure tank from a point between said multiple cut-01T valve and said brake control valve for imposing a minimum pressure upon the iiuid in said high pressure conduit system as said brake control valve is moved from open toward closed position.

8. A brake mechanism for a wheeled vehicle comprising a gear pump associated with each wheel, a circulatory conduit system for supplying iluid to and conducting uid from each gear pump, a fluid reservoir in said conduit system, and an air pressure tank, in .combination with a valve in said conduit system on the pressure side of said pumps connected with said tank, whereby said pumps may be caused to operate against the back pressure of said tank for braking the vehicle, and a safety valve connecting said tank with said reservoir for relieving excessive pressure in said tank.

9. A brake mechanism for a wheeled vehicle comprising a gear pump associated with each Wheel, a uid reservoir, a low pressure conduit system connecting said reservoir with the inlet port of each gear pump, a high pressure conduit system connecting the outlet port of each gear pump with said reservoir, and an air pressure tank, in combination with a multiple cutoff valve in said high pressure conduit system for completely cutting off ow in said system, a brake control valve disposed between said multiple cut-oil valve and said reservoir for throttling or completely cutting off flow from said pumps into said reservoir, and a safety valve connecting said tank with said reservoir for relieving excessive pressure in said tank, substantially as described.

l0. Brake mechanism for a wheeled vehicle comprising a rotary pump operated by a wheel of the vehicle, a liquid circulating system including said pump, resilient means for opposing circulation of liquid in said system, and a control for applying and cutting out said opposing means, in combination with a two-Way valve in said system at the intake port of said pump, a two-way valve in said system at the outlet port of said pump, a cross connection from each two- Way Valve connected in said system beyond the other two-way valve, said two-Way valves and said cross connections being constructed and arranged to provide uni-directional circulation of liquid in said system regardless of the direction in which said pump is rotated.

11. A brake mechanism for a wheeled vehicle comprising ya, gear pump associated With each Wheel, a uid reservoir, a low pressure conduit system connecting said reservoir with the inlet port of each gear pump, a high pressure conduit system connecting the outlet port of each gear pump with said reservoir, a two-Way valve in said system at the intake port of each of said pumps, a two-Way valve in said system at the outlet port of each of said pumps, a cross connection joining said two-Way valve at the intake port REFERENCES CITED The following references are of record in the le of this patent:

UNITED STATES PATENTS Number Name Date 701,118 Wood i May 27, 1902 1,009,651 Mars Nov. 21, 1911 1,608,417 Otto Nov. 23, 1926 1,625,543 Hutchinson Apr. 19, 1927 1,821,178 Fisher Sept. 1, 1931 1,940,925 Walker Dec. 26, 1933 2,106,493 Byers Jan. 25, 1938 

